Can the Lycoming 540 routinely operate LOP in the Malibu/M350? Gami has an STC for injectors. Seems to be some controversy and lawyer language on this subject.

Paging Charles Ivestor. He ran his mirage LOP with success.

I just bought a TIO-540-AE2A for a motor swap and it has GAMIs.

I’ll be curious about this also, having never intentionally run a piston engine LOP in flight.

The TIO-540 in the Mooney M20M installations is reportedly finicky with LOP ops. Works fine for some, not for others, and no definitive culprit has been identified that I know of.

It depends on each individual engine. Mine won’t.

Val

I've never tried running my PA-350P LOP in my 2012 Mirage. The Lycoming Manual for the TIO-540-AE2A says not to run this engine LOP.

The Piper Manual for the airplane says at cruise power, run the TIT at peak, For engine longevity Lycoming says to keep the TIT below 1600 degrees F.

I keep my TIT temperature below 1600 F and I keep my cylinder head temps below 380 F.

So far I'm very pleased with this airplane and the performance.

John Deakin rebuttal to Lycoming POH recommendation....

https://www.advancedpilot.com/articles. ... cleid=1838

The answer is yes.

For some reason they are just a bit more finicky than say a Chieftain or a TN550.

It is a while now, but my memory of doing it was 32-33" 2400RPM and around 60-80dF LOP.

I have found that using cylinder data not TIT data more successful, but keep in mind that using a lean find function always yields a result further LOP than you expected.

Cylinder data lags behind tit data by about 6-10 minutes. So I wouldn’t rely on that.... also remember that are two turbo chargers so TIT is only on one turbo and the variation is up to 80° between them. 1600° may be max but which one?!? It’s a slippery slope unless you know exactly what you’re doing

Val, I think you are confused. Let me clarify

I said using cylinder data not TIT data......that means exhaust gas temperatures at each cylinder not exhaust gas temperature at the turbo inlet. And no, it does not lag at all, it actually leads the TIT by a second or two And yes all dual turbo systems have a discrepancy between TIT's. Which is why I find it easier to use the raw data EGT by cylinder just like you would in a NA plane, and not use the lean find.

You assumed I meant using CHT, and yes that lags several minutes and is a very dumb idea as you suggest.


My slippery slope is a pretty flat and high grip surface these days (some will get the humour, and I am not making fun of you Val, for some others your concern would be appropriate)

Hope that clears that up.

Sorry David. I thought when you said cylinder data you meant CHT. My bad.